Power actuator



Sept. 27, 1932. c 5 GG ET AL POWER ACTUATOR r n l Filed n 5. 1925 4 Sheets-Sheet 1 Z I x Z a 24 6 4122 Z :2

6g 40 1X 5 20 29 2a 7 32; i Y I Z0 I? g M3 20 Z8 VENTOR mam W ATTORNEY p 2 1932- c. s. 'BRAGG ET AL 1,379,598

Y POWER ACTUATOR Original Filed Jan. 5, 1925 4 Sheets-Sheet V2 i .INVENTORS Sept. 27,1932. s BRAGG ET L I 1,879,598-

POWER 7 ACTUATOR Original Filed Jan. 5, 1925 4 Sheets-Sheet 4 INVENTORS Cami. mm

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Talented Sept. 27, 1932 UNITED STATES PATENT OFFICE CALEB S. BBAGG, OF PALM BEACH, FLORIDA, 'AND VICTOR W. KLIESRATE', OF SOUTH.

BEND, INDIANA, ASSIGNORS TO BRAGG-KLIESRATH CORPORATION, OF LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK POWER ACTUATOR Application filed January 5, 1925, Serial No, 506. Renewed November 27, 1931.

Our invention consists in the novel f ea tures hereinafter described, reference bemg had to the accompanying drawings which illustrate several embodiments of the same, se-

lected by us for purposes of illustration, and the said invention is fully disclosed in the following description and claims.

@ur invention relates to a power actuator,

adapted especially for use in connection with automotive vehicles propelled by an internal combustion engine, and most conveniently operated by suction from a suction passage of the engine'between the throttle valve and the engine cylinder, or cylinders, as for example, by means of a connection with the intake manifold of the engine. In our prior application for Letters Patent of the United States i i-led December 22, 1923, Serial No. 682,34 6, "e have disclosed a power actuator of this neral type, connected with the intake manid of the internal combustion engine by cans of a pipe or passage in which are 10- ceted an adjustable regulating valve or other restricting means, a check valve, and a storage space, or tank,- and comprising a cylinder,

double acting. piston therein, and reversing valve mechanism for applying differential pressures on opposite faces of the piston, the

said actuator being combined with a foot lever, or other operator operated part, and with a brake mechanism or other part to be actuated in such manner that the latter can be operated by the actuator under the control of the foot lever while the operator may add his physical power to the power of the actuator when desired, or in case of failure of the actuator, may positively operate the actuated part by physical power applied to the foot lever, or other operator operatedpart.

The regulating valve or other restricting device prevents such large volumes of air being'drawn into the intake man fold as to be likely to dilute the explosive charges passing therethrough, so as to stall the engine when idling while the storage space or storage tank provides a large space in which a partial vac- 1111111 or rarification is maintained at all times, while the engine is running, by withdrawing the air therefrom in comparatively small quantities, and insures the instantaneous hilt withdrawal of the necessary amount of air from the actuator cylinder when the revcrsing valve mechanism is moved to open posi tion, to insure the instantaneous and attractive operation of the actuator. I According to our present invention, we dispense with any extraneous storage space or storage tank in the suction line extending to the intake manifold exterior to the actuator cylinder, and maintain a condition of partial vacuum or rarification within the actuator cylinder itself, on both sides or" the piston, which is made to supply the necessary storage space. Thereby we obtain a number n'f important and advantageous results in the construction, installation and operation of the power actuator. In the first place, the tank, which is a bulky element, is entirely done away with and the construction is correspondingly simplified and rendered less ex- 10 pensive. As a partial vacuum is maintained within the actuator cylinder on both sides of the piston therein when the device is in normal or inoperative position, when the 're versing valve mechanism is moved into a position to effect the operation of the actuator, one end of the cylinder on one side of the piston, is connected with the intake manifold or other vacuum producing means, the other 1 end of the cylinder on the other side of the piston being connected with the atmosphere, and the immediate result is that the a mospheric air rushes in to the end of the cylinder to which it is admitted, and effects the operation of the piston in the desired direction and to the desired extent without any appreciable quantity of air being actually withdrawn from the cylinder and admitted to the intake manifold or other suction means, thereby eliminating the drop in the suction or rarilication which would result were the cylinder full of air and this air admitted during the application of the brakes. The maximum suction is therefore immediately available. The restricting valve properly adjusted to prevent stalling the motor while idling would restrict the passage of this air over some extended time, thereby delaying the exertion of the full force of the Vacuum, where our present invention is not employed. 100

The air admitted on the other side of the piston is not being withdrawn until the valve mechanism is reversed and the piston is moved in the opposite direction. This is particularly advantageous in the application of the actuator to the brake mechanism of automotive vehicles such as automobiles, trucks and motor buses, for example, as when the brake is applied the actuator is operated without any material admission of air to the intake manifold and therefore without any possibility of injuriously affecting the explov effective release of the brake mechanism. If

dice to the continuous and efiicient operation I the motor should stall due to the admission of this air when the brakes are being released, it would be a matter of far less importance than the stalling of the motor when the brakes are being applied. It is not so important that the movement of the piston in a direction to release the brakes shall be as rapid as the movement of the piston in the direction to apply the brakes. As a matter.

of fact, a very slight movement of the piston in the direction to release the brakes would be suflicient to release them and, for this reason continued application and releasing of the brakes without allowing the piston to come tothe at'rest position may be effected with comparatively small amount of air being drawn into the intake manifold, and the piston may be permitted to return to its normal position after an "application of the brakes more slowly than it would be desirable to have it moved in the opposite direction. Furthermore when the piston comes to the at rest position after an application of the brakes, there is a partial vacuum in the rear of the cylinder. Therefore, the only air to be exhausted is the amount admitted to the forward end of the cylinder to effect the releasing of the brakes, which is considerably less than the total amount of air that could be contained in the cylinder. Were it not for our invention,-.which continually keeps at least one end of our cylinder under vacuum, the total amount of air in the cylinder would have to be exhausted after each operation of the brakes.

Our invention therefore enables us to simplify and decrease the cost of the apparatus, and at the same time insures the most efli-. cient operation of the actuator without prejuof the internal combustion engine fromthe suction passage of which the necessary power or suction for the operation of the actuator is derived.

Referring to the accompanying drawings which illustrate-a number of different embodiments of our invention, selected by us for purposes of illustration.

Fig. 1 is a diagrammatic view representing an installation of our improved power actuator in connection with the internal com- .bustion engine of an automotive vehicle for the brake mechanism Fig. 5 is an enlarged sectional view of our improved power actuator showing a modification of our present invention embodied therein.

Fig. 6 is a partial sectional view of our improved power actuator showing another modification of our present invention embodied therein.

Fig. 7 is a partial sectional view of our improved power actuator showing another modification of our present invention embodied therein.

Fig. 8 is an enlarged sectional view of our power actuator showing still another modification of our present invention embodied therein.

Fig. 9 is a similar sectional view of our improved actuator, showing anothermodification of our present invention embodied therein.

Fig. 10 is a partial sectional view illustrating a slight modification of the construction illustrated in Fig. 8.

Fig. 11 is an enlarged detail view of a check valve and vent valve which. are advantageously employed between the actuator and the intake manifold.

In Fig. 1 of the accompanying drawings we have shown diagrammatically an installation suitable for use in an automotive vehicle in which one of our improved actuators is shown as interposed in the connections between a foot lever, 88, and brake mechanism for the vehicle, diagrammatically represented at 70, 71 and 72, indicating a brake drum, brake band and brake lever. 60 represents an internal combustion engine for propelling the vehicle, and provided with an said vent and check valves being shown in a hollow valve actuating sleeve, indicated at 20, and communicating with the reversing valve mechanism. The sleeve, 20, is connected by a link, 85, with the foot lever, 88, which is provided with the usual retracting spring, 89, and the piston rod, 5, of the actuator is connected by a link, 73, with the brake lever, 72. The brakes are retracted by the usual tension spring 7 2.

In Fig. 2 we have shown one form of our improved actuator embodying our present invention. In this figure, 1, represents the actuator cylinder, closed at both ends by heads, 2, connected by tubular bolts, 2 and nuts. 3 represents the double acting piston provided with oppositely disposed gaskets, 5 represents a hollow piston rod which extends through a stuiiing box, 6,- in one end of the cylinder, and is provided at its inner end with threaded portions screwed into the hub of the piston, or otherwise connected thereto.) The hub, 10, or the actuator piston is provided with twovalve chambers, 11 and 12, respectively, each of which is provided with two valve seats, preferably conical and concentric to the axis of the piston. The valve chamber, 11, is shown as provided with the conical valve seats, 13 and 14, and the valve chamber, 12, is similarly provided with valve seats, 15 and 16. The piston hub is provided in thisinstance with an outlet chamber, or suction chamber, indicated at 17, which communicates with each of the valve chambers through the valve seats, 14 and 15. The piston hub is also provided with a higher pressure "chamber, 18, in this instance communicating with the atmosphere, and which communicates with the valve seat, 16, and by a lateral passage, 19, with the valve seat, 13,'at the opposite end of the piston hub. represents the valve actuating part, consisting in this instance of a valve sleeve passing through astufiing box, 21, in

l the cylinder head at the opposite end of the cylinder from the stuffing box, 6. said sleeve also extending longitudinally through the piston hub, the chambers thereof, and through the hollow piston rod, 5, and being w movable longitudinally with respect thereto,

to efiect the operation of the reversing valves. The valve sleeve is preferably made in two parts, 20 and 20*, connected by threaded projections, 23 and 23 of a centrally located collar, 22, in the suction chamber, 17. The collar, 22, is provided with one or more lat-- eral passages, 24, communicating with the interior of the sleeve section, 20, through a longitudinal passage in one of the plugs, indicated in dotted lines in Fig. 2. The sleeve sections, 20 and 20*, are thus connected for joint moveme11t,'but are not in communication with each other. The valve sleeve sec tion, 20, is provided adjacent to its outer end with a lateral passage, 26, to which the 'ipe, 62, is connected and the outer end 6 the sleeve section, 20, is provided with an at taching eye to which the link, 85, extending to the foot lever is connected. The sleeve section, 20, is provided with apertures, 27, communicating with the atmosphere, or higher pressure chamber, 18, and the outer end of the sleeve section, 20*, which extends through the hollow piston rod, is open and communicates with the interior of the piston rod, which is provided with means for admitting atmospheric air thereto. In this instance the piston rod, 5, is shown provided with a plug, 28, provided with lateral air inlet apertures, 29, communicating with the longitudinal apertures, 30, and the plug, 28, is also provided with an eye for enabling it to be attached tothe connecting rod, 7 3. The suction chamber, 17, is adapted to be connected with the cylinder on opposite sides of the piston by means of a port or .ports, 34, in the valve seat, 14, and a in the valve, 15. municates withthe cylinder on ope side of the piston through the annular p ssage, 33, and the valve seat, 16, is provided with a port, or ports, 36, communicating with the cylinder on the opposite side of the piston. Each of the valve chambers, 11 and 12, is provided with a pair of oppositely disposed poppet valves, preferably conical, engagingthe opposite valve seats, the said valves being preferably formed of molded rubber, and being loose on the valve actuating sleeve, although saidvalves may be formed of other material if preferred. The valves are indicated at 40, 41, 42 and 43. Each of these valves is held seated by yielding means, and means are also provided for sealing the opening in the valve through which the valve, actuating sleeve passes. In the present instances we have shown a rubber cushioning device, 50, of elastic rubber interposed between the valves, 40 and 41, and between the valves 42 and 43, said cushioning devices fitting tightly on the outer surfaces of the valves and valve actuating sleeve, and serving the combined purpose of retracting spring and sealing means for the adjacent valves. The actuating sleeve is provided with suitable means for opening one valve of each pair, when the valve sleeve is moved in either direction. 'As shown in Fig. 2, this function is performed by the collar, 22, located centrally between the valves 41 and 42, and end collars, 31 and 32, respectively, mounted on the valve sleeve outside of the valves, 43 and 40, respectively.

The specific details of the poppet valve mechanism herein shown and described,

port, or ports, 35, The valve seat, 13, com

form no part of our present invention, as the same is illustrated, described and claimed in our former application for Letters Patent of the United States, filed November 22, 1924, and given Serial No. 7 51,481 and in our application filed January 31, 1925, and given Serial No. 5,947.

From the foregoing it will be noted that when the valve actuating sleeve is moved in either direction, one of the centrally located valves 41 or 42, and one of the end valves, 40 or 43, will be opened simultaneously, thereby placing one end of the cylinder in communication with the suction chamber, 17 and the other end of the cylinder in communicationwith the atmosphere, and causing a corresponding movement of the piston in the same direction asthat in which the valve actuating sleeve is moved. Conversely, the movement of the valve sleeve in the opposite direction reverses the valve mechanism and affects the movement of the piston in the opposite direction. 1

According to our present invention, in which no suction tank is employed, and the interior of the cylinder is maintained at all times, when the valve mechanism is in normal position, and while the engine is running, in a state of rarification or partial vacuum, on both sides of the.piston, this maybe conveniently accomplished in the construction illustrated in Fig. 2 and previously described,

by providing means for preventing the suction valves, 41 and 42, on opposite sides of the suction chamber, 17 from being held normally in closed position by their retracting means, to wit, the cushions, 50--50. This may be accomplished in a number of different ways. In Fig. 2, for example, we have shown the valve seats, 14 and 15, provided with springs, indicated at 51, which are cali brated so that they are slightly stronger than the retracting spring members or cushions, 5050, when the latter are in their normal conditions, but so that the springs, 51, will yield to permit the adjacent valves to be firmly seated when the adjacent retracting, or cushioning means, 50, is compressed It follows from this construction that whenever'the suction valves, 41 and 42, are simultaneously opened, there will be an equalization of pressures in the portions of the cylinder .on. opposite sides of the piston, and as soon as the engine is started, the suction produced in the intake manifold will exhaust the air from the cylinder, 1, of the actuator, since the suction chamber, 17, will communicate with the cylinder on both sides of the piston through the cracked valves, 41 and 42, held very slightly open, that .is to say, just off of their seats by the opposing springs, 51. If, now, it is desired to apply the brakes, the foot lever is actuated so as to'move'the valve sleeve, 20, in the direction of the arrow in Fig. 1, thereby further opening the valve, 41 compzessing the retracting cushionin device, 50, tween the valves, 43 and 42, an forcing the valve 42, to seat b overcomin the sprm 51 in the seat an opening'va vs, 43. 0 opening of the valve, 41, connects the cylinder forward of the piston with the suction chamber, 17, and suction pipe, 62, and the o ning of the valve, 43 places the portion of t '0 cylinder in rear of the piston in communication with the atmosphere. Air will therefore rush in to the previously exhausted space in rear of the piston and move the piston forward, and apply the brakes, but no ap reciable amount of air will be drawn into t e in take manifold through the pi 62, as the portion of the cylinder forwardfrf the piston is already exhausted. There is, therefore, no effect produced on the explosive charges of the engine when the brake is 0 rated. When-the movement of the valve s eeve is reversed by the release of the foot lever, 88, the valves will be first returned to normal position shown in Fig. 2, with valve, 43, closed, and valves, 41 and 42, opened, which will effect an instantaneousequalization of will be forced to its seat, overcoming the v springs, 51, therein. the air inlet valve 40 will be opened, and valve, 42, will be opened further. This places the suction chamber, 17, in communication with the portion of the cylinder in rear of the piston, and simultaneously places the portion of the cylinder forward of the piston in communication with the atmosphere. The remaining air will be exhausted from the rear portion of the cylinder through the suction passa and the additional air admitted to the orward side of the iston will move the. piston rearwardl 0 air exhausted from the cylinder can gradually to the intake manifold by roperly regulating the restricting valve, 62 in the pipe, 62, so that the operation of the engine shall not be interfered with, and the eduction of the air may be retarded, as much as desired, as the first movement of the piston rearwardly will relieve the pressure of the brakes, and it is not important that the piston move rearwardly as uickly as it moves forwardly to apply the rakes. The withdrawal of the 811 may, therefore, be distributed over a greater or less period of time, according to the adjustment of the valve, 64, so as to avoid the undue dilution of the explosive charges or the feeding of too small an amount of hydrocarbon fuel. The equalization of pressures on opposite sides of the piston, which takes place when both of the sucdelivered Ill first place permits the retracting spring of the brake mechanism to immediately start the movement of the piston rearwardly, and as portion of the air in the rear-of the piston is transferred to the forward side by'this equalization, there is that much less air to be exhausted from the rear side of the piston, and that much less air to be admitted on the forward side of the piston, to positively return the piston to its normal position,'and therefore the return of the piston and brake mechanism to normal position is expedited, while the amount of air transferred to the intake manifold is minimized. When the pi'ston is restored to normal position, the piston hub will engage the adjacent end of the cylinder, and the valve actuating sleeve, -20, ill be arrested by the part, 26, engaging the ljustablc follower with which the stuffing 21, is provided, and the valves, 41 and will be held slightly off their seats by the ngs, 51, thus placing both sections of the rider on opposite sides of the piston in communication with each other, thereby equalizing the pressures, and also placing both ends of the cylinder in communication with the suction chamber, 17, and the'evacuation of the air from the cylinder will continue without any tendency of the piston to move forward until the same degree of rarilication exists in the cylinder on both sides of the piston. lhis leaves the piston in condition for immediate and effective operation to apply the brakes at any moment.

its the degree of suction in the suction passages of the engine varies from time to time,

we interpose thecheck valve, 65, in the pipe, 132, so that after the cylinder is subjected to i the greatest amount of suction, the condition of rarification so produced will remain, and as the brakes are usually operated at intervals, the greatest possible rarification will ordinarily exist in the cylinder of the actuator r all times, ready to effectively apply the aims in the manner before described.

its will be seen, there is a certain amount lost motion between the valve actuating eve, 20-20", and the piston and hollow ston rod, and we prefer to provide means limiting this lost motion so that after taken up, the physical power of the opttor can be directly applied to the piston t d parts connected therewith. in the pres- I instance we have shown the sleeve section, A ovided with a recessed portion 20 and collar, 126, and the piston rod provided r th oppositely disposed set screws, 5 extending into the recess, or recesses, 20, so that when the sleeve, 20-410, is moved forby the. foot lever to apply the brakes.

the piston has followed by applying the brakes to the full capacity of the actuator, the operator may, by pushing the foot lever, 88, forward until the rear end of the recess, 20, engages the screws, 5*, apply his physical force to the piston and piston rod of the actuator, and thereby to the brake mechanism, in addition to the power of the actuator. It also follows from this construction that should the power of the actuator fail for any reason, the operator, by moving the foot lever, 88, forward and bringing the rear end of the recess, 20*, into engagement with the screws, 5, may apply his physical force to the pist0n,-and thence to the brake mechanism, the valves having been set to permit this movement and admit air in rear of the piston, and to vent the cylinder forward of the piston. The operator can therefore, by his physical power, apply the brakes almost as effectively as if the actuator was not present, except for the necessity of overcoming the slight friction of the parts of the actuator. In like manner, when the foot lever is released, the retracting spring, 89, will move it rearwardly and shift the valve actuating sleeve, so as to vent the cylinder in case of failure of power, and the forward end of the recess, 20", will engage the screws, 5, and move the piston and piston rod rearwardly to release the brake. lVe'prefer to employ in the vacuum pipe line, 62, a check valve of the type illustrated in Figfll, in which the valve is normally held closed by a spring preferably capable of adjustment as set forth in our former application before referred to. Thus, in Fig. 11, the check valve casing is provided with a hinge valve, 67, provided with a spring, 68, holding it in closed position with a predetermined pressure, which may be obtained by calibrating the spring, but we prefer to provide the spring with an adjusting screw, 69, as indicated in Fig. 11, by which its tension may be set to provide the desired resistance. When starting the engine at cranking speeds, even with the throttle practically closed, as customary, there is little rarification in the manifold, but some air would be exhausted from the actuator cylinder, either simultaneously with the mixture from the carburetor diluting it, or if the throttle weretightly closed, that air might be exhausted before any suction through the carburetor takes place, and re sultin either case in delay in obtaining an explosive mixture. With this form of check valve, the valve, 67, will'remain closed when the engine is being started, thus preventing the dilution or delay of the explosive charge,

and the valve, 67, will not open until the en operate the power actuator, the forward movement of the piston by the foot lever would have to compress the air to be expelled from the cylinder, not only to the extent necessary to overcome the spring, 68, and open the check valve, but to force it out through the closed throttle, and this pressure would have a retarding effect on the operation of the brake mechanism by the p ysical force of the operator to increase the amount of physical force required of the operator. With the vent valve, 67 which is preferably a ball valve, held closed by a very light s ring, the vent valve will be held closed uring normal operations of the parts by the presence of a partial vacuum in the vacuum line, but if, under the circumstances above noted, any pressure is produced between the vent valve and the piston of the actuator, the vent valve, 67, will instantly open, thus venting the cylinder the suction line, so that the actuator may be readily moved and the brake mechanism operated without material resistance.

The check valve and vent valve herein shown, are not specifically claimed herein as they form the subject matter of another ap lication for Letters Patent of the United tates, filed by us (June 10, 1926), and given Serial No. 114,934.

Other means than the springs, 51, may be employed for keeping the suction valves, 41 an 42, slightly oil their seats when in normal position, for the purpose hereinbefore described. For example, we may provide the valve seats, 14 and 15, and the conical faces of the suction valves which engage the same, the one with slight corrugations of suificient depth to prevent the valves from making an air tight engagement with their seats under the normal action of,the retracting devices therefor, the said valves being made as before stated preferably of a yielding or elastic material, such as molded rubber, so that when subjected to slightly greater pressure, as by the compression of the retracting means, the

valves will be forced into air tighten agement with their respective seats. In igs. 3 and 4 we have shown, for example, a form of valve, indicated at 141142, formed of molded rubber or other elastic material and having its beveled surface provided with minute corrugations, 141, shown somewhat exa gerated in Figs. 3 and 4, which will be su cient to hold the valves from seating under normal conditions when the parts of the actuator are in the normal or oil position, but will flatten out and permit either valve to make an air tight connection with its conical seat when subjected to slightly greater pressure in the operation of the reversing valve mechanism, as hereinbefore described. The operation of the parts with this type of valve will be the same as that previously described;

In Fig. 5 we have shown another modified form of our improved actuator in which the results hereinbefore mentioned are obtained in a slightly different manner. lln this form of device the cylinder, piston and reversing valve mechanism of the actuator are constructed substantially as illustrated in Fig. 2, and previously described, except that the springs, 51, for unseating the suction valves are omitted, and the corresponding parts are given the same reference numerals in Fig. 5,,

with 200 added, and need not be particularly described. In this form of our invention, the central collar, 222, in the vacuum chamber, 217, is so located with respect to the stop, 226, formed by the engagement of the plug or collar on the valve actuating sleeve, 220, with the adjustable follower of the stulhng box, 221, that when the parts are returned to their normal positions by the retracting springs of the foot lever and brake mecha nism, the piston will be arrested by the en gagement of its hub the end of the cylinder and the valve actuating sleeve, 220', will be in such position that i 'al collar, 222, will hold the valve, 2 instance at the right hand side of ti: her, 217, as shown in Fig. sl dy of? of its seat, by reason of the rel e positions or" the central collar, 222, and the fitting, 226, which forms a shield to arrest the return movement of the sleeve, 220, under the action of the retracting spring of the foot lever, while the collar, 232, permits the seating oi the air inlet valve, 240, This valve, 242, will have been previously opened to connect the suction chamber with the portion of the cylinder in rear of the piston, and as the piston comes to rest, the valve does not completely close so that there will be a rarification or partial vacuum continuously maintained at the rear of the piston, to the right in Fig, 5. In this instance we have shown a passage, 242, extending from the valve seat, 215, for the valve, 242, through the piston to the forward side thereof (to the left in Fig. 5); k This passage may be made by drilling the piston with a drill of small diameter so that air will not pass through this passage with sufiicient rapidity to interfere with the operation of the piston in the reverse direction, or to the ri ht in Fig. 5,

when the vave, 242, is open. When, as before stated, the parts come to rest the suction chamber, 217, will therefore be in communication with the cylinder in rear of the piston by the unseatcd position of the valve, 242, and will also be connected with the cylinder forward of the piston by the passage, 242, and will slowly exhaust the air, which is in that portlon of the cylinder, admitted through the valve, 240, to effect the reverse movement of the piston. When the valve actuating sleeve, 220, is moved forwardly in the direction of the arrow, Fig. 5, the valve,

242, will entirely close, thus sealing the assege, 242, and also the passage, 235, be ore the valves 241 and 243 are opened, to apply the brakes.

The form of our invention shown in Fig. 5

is not specifically claimed herein as it forms the subject matter of a divisional application, tiled by us August 30, 1926, and given Serial No. 132,366.

in Fig. 6 we have shown another slight modification of our invention in which the corresponding parts are given the same numerals as in F ig. 2, with 300 added. In this instance the valve, 342, is held off its seat in normal position of the parts, in exactly the same manner as in the construction shown in Fig. 5, thus insuring a rarification or partial vacuum in that portion of the cylinder in rear of the'piston, or to the right in Fig. 6," with which the vacuum chamber, 317, communicates by the passage, 335, and an additional valve is employed for establishing communication between the opposite ends of the cylinder. In order to insure the evacuation oi the portion of the cylinder on the other side of the piston, the main body of the piston is in this instance rovided with an aperture er passage theretlirough indicated at 342*, having a valve seat, 342, at the end adjacent o the forward face of the piston, to receive a valve, 342, normally held in closed position hy' a spring, 342", engaging the valve stem,

The valve stem, 342, projects from theface of the piston (to the right in Fig. ll) snmciently to enga e a fixed portion of the cylinder, as the hea ,302, when the piston reaches its normal or retracted position, and erehy compress the spring, 342, and open the valve, 342, thus establishing communicatinn between the two ends of the cylinder npposite sides of the piston, and as the valve, 342, is cracked the air introduced :1 the cylinder on the forward side of the ten to insure its retraction, or return to rmal position, will be exhausted as soon as are piston comes to rest, thus maintaining are rest and the engine is in operation.

ilnatead of locating the additional valve in piston itself, it may be located in the. head to its normal position to establish o cninnuunicationhetween the two ends of ylinder en opposite sides of the piston. a construction is illustrated in Fig. 'l, in l the corresponding parts are given the numerals as those in Fig, 2, the ,tion or 400, to avoid unnecessary descript n ln this instance the valve, 442, is held its seat when the parts are in normal posiin the same manner as indicated and if, evinusly described with reference to Figs. 4 'nd 5. In this instance the head, 402, of

cylinder is provided'with passages, indirtinl vacuum at all times within the cylinc r en both sides of the piston when the parts i e cylinder and openedby the piston whencated at 442, communicating with a recess, 442", and controlled by a valve, 442, the stem of which projects into the interior of the cylinder far enough to be struck by the hub of the piston when it returns to its normal or retracted position, so as to open the valve, 442. The recess, 442", is connected by a by pass or pipe, indicated at 442*, with the opposite end of the cylinder, the pipe being conveniently carried through one of the hollow bolts, 402, connecting the heads of the cylinder. The effect of this construction will be, as before described, to place both ends of the cylinder on opposite sides of the piston in communication with the vacuum chamber, 417 when the parts return to and are in normal, or retracted position, so as to maintain a partial vacuum within the cylinder on both sides of the piston at all times.

In Fig. 8, we have shown a further modification of the invention, in which the desired results are accomplished without interfering with the normal operation of the valve mechanism, that is to say, in which. all four of the valves of the reversing valve mechanism are permitted to firmly seat when the parts are in normal position. In this figure, the similar parts to those previously described, are given the same reference numerals, with the addition of 500, to avoid unnecessary description, and will be identical with those previously described with reference to Fig. 2. In I this instance the board, 502, of the cylinder, is provided with a passage, or passages,542, communicating with a recess 542*, in which is located a valve seat,.542, engaged by a movable valve, 542 which valve during the ap plication of the brakes closes communication between the recess, 542", and the interior of the cylinder on both sides of the piston. The valve is operated by a ring, 542 provided with one or more projections, 542, extending into the cylinder far enough'to be struck by the piston hub when thepiston returns to its normal position, so as to insure the opening of the valve, 542. The valve seat, 542, is connected by a flexible pipe, or tube, 542, with the suction pipe, 562, independent of its connection with the reversing valve mechanism, through the hollow valve sleeve, 520, and the valve seat, 542 is also connected by a pipe, 542*, with the cylinder on the forward side of the piston in the pame manner as illustrateol in Fig. 1?. From this construction it will be noted that when the piston moves forward the valve is seated by its frictional engagement with the piston rod, and may be maintained on its seat by a light spring 542. When the piston returns to its normal position, moving to the right in Fig. 8, the hub of the piston will engage the pins, 542, and open the valve, 542, thereby. establishing communication between the auxiliary exhaust ipe, 542', and both ends-of the cylinder, em

lild

forward side of the piston, and also maintaining the partial vacuum in the cylinder at the rear of the piston, producedin returning the piston to its normal position.

In Fig. 10, we have shown another slight modification of the device illustrated in Fig. 8, Fig. 10, being a partial sectional view in which the parts illustrated in Fig. 2 are given the corresponding numerals with 600 added. In this figure the auxiliary valve, instead of being located centrally of the cylinder head,practically withinthe stufiing box, as illustrated in Fig. 8, is located in a separate fitting, indicated at 644, provided with a threaded portion, 645, which is screwed into an aperture in the head, 602, of the cylinder. This fitting is provided with a passage, 642 communicating with the interior of the cylinder and controlled by an auxiliary valve, 642, normally held seated by spring, 642", secured in position by a suitable cap, 642, and the fitting is also provided with a threaded aperture to receive a flexible suction pipe, 642 communicating with the main suction pipe, as described with reference to Fig. 8, and the fitting is also provided with a ipe, 642 which communicates with the ot er end of the cylinder on the opposite side of the piston. The auxiliary valve, 642, is provided with a valve stem, 642 which projects into the cylinder in position to be engaged by the piston when the latter returns to its normal position, so as to open the valve and establish communication between the vacuum pipe or suction pipe leading to the manifold of the engine, and both ends of the cylinder, and thereby maintaining a partial vacuum within the cylinder on both sides of the piston in exactly the same manner as previously described, with reference to F i 8.

he forms of our invention shown in Figs. 6, 7 8 and 10, and not specifically claimed herein, as they form the subject matter of a divisional application, filed by us August 30, 1926, and given Serial No. 132,365. 7

Fig. 9 is another modification. of ourinvention, in which the same desirable results are obtained by mechanically unseatin'g the suction valves of the reversing valve mechanism when the parts are in retracted, or normal position. The parts shown in this figure, which correspond with parts shown and previously described in Fig. 2, have been given the same reference numerals with 700 added to avoid unnecessary description, and

the parts are in their essentials identical as to construction and operation with those previously described, except as hereinafter 'particularly pointed out. In the construc tion illustrated in this figure, the central collar within the vacuum chamber, 717, instead of being made in one piece is formedin two parts. One of these parts,-7 22, is fast on the valve actuating sleeve, 720, and is so located rsvasoe with respect to the stop collar, 726, that when the latter engages the adjustable follower, 721*, of the stuffing box, 721, as the parts come into retracted or normal position, the collar section 722, will slightly unseat the valve, 741, permitting communication beinto operation when the parts have reached their normal or retracted positions. In this instance we have shown the vacuum pipe, 762, connected to the valve sleeve by a fitting, indicated at 7 45, having a ball terminal, 746,

u secured in a spherical socket in the step 001- lar, 726, of the valve actuating sleeve, so as to permit the fitting, 745, to have a slight rocking movement longitudinally of the sleeve, 720. On this fitting, 745, is located an adjustable collar, 747, which may be in the form of a nut engaging a threaded portion on the exterior of the fitting, 745, and provided with a stop pin, 748, which engages a part of the cylinder, in this instance the follower, 721*, of the stufiing box, 7 21, so as to roclrthe fitting, 745, in the direction of the arrow, Fig. 9, when the valve sleeve is restored to its retracted or normal position by the retracting spring of the foot pedal, in the manner previously described. In this instance the forward end of the connecting rod, 7 44, is screwed into the ball, 746, in such manner that the rocking movement imparted to the fitting, 745, will move the collar section,722", in a direction toward the valve, 742, far enough to slightly unseat the valve, and thus establish communication between the vacuum chamber, 717, and that portion of the cylinder in rear of the piston. lVhen 2 the valve actuating sleeve is moved forward to actuate the brake mechanism, the opening of the valve 743'willefiect a compression of the cushioning device 750 and closes the valve 742 restoring the movable collar section 7 22* and connected arts, as the projection 748 is released. T e operation of the actuator proceeds in the manner hereinbefore described. It will be seen that on the return movement of the piston, the pin, 748, will engage the stuffing box follower, 721, and effect the cracking of the valve, 742, while the sleeve, 720, will be arrested in such position as to hold the valve, 741, slightly cracked thereby establishing communication normally between the vacuum chamber, 717, and the cylinder onboth sides of the piston, and maintaining partial vacuum therein. I

The form of our invention shown in Fig. 9

apparatus herein shown, for the purpose of illustrating various embodiments of our invention, all of which are capable of use in the general installation illustrated in Fig. 1, a vacuum is continuously maintained in the actuator cylinder on both sides of the piston when it is in its normal position and the engine is in operation, so that the cylinder itself acts as a storage space, and no additional tank or other extraneous stora 'e space is required. In all of these forms 0 our in vention, there is no storage tank and after the engine is started the air in the actuator cylinder, and the piping leading to the intake manifold or other suction passage of the engine is exhausted when the apparatus is in its most effective and operative condition, a partial vacuum existing in the cylinder on both sides of the piston. When it is desired to operate the brake mechanism, the pressure of the operators foot on the foot lever, shifts the reversing valve mechanism so as to place 'the portion of the cylinder on one side of the piston in communication with the vacuum passage of the engine, the portion of the cylinder on the other side of the piston being placed in communication with the atmosphere, and air will instantly rush in and effect the quick and efiicient'application of the brake mechanism without delivering any material quantity of air to the interior of the manifold, so that the application of the brakes does not aifect the operation of the engine while idling. As before stated, a.

comparatiYely slight movement of the piston eiiects the practical releasing of the brakes where continued applications are desired and therefore comparatively small amounts of air are admitted to the intake or suction passage until the brakes are fully released. The exhausting of the air admitted to efiect the operation of the brake mechanism, and also the air subsequently admitted on the forward side of the p ston to retract the piston, isv

efiected after the release of the brakes and can be effected gradually and extended over an appreciable period,.if desired, by proper adjustment of the regulating valve, 64, shown in Fig. 1, so that the operation of the engine is not materially 'afiected and on the return of the piston to its normal position, a partial vacuum is continuously maintained in the cylinder on both sides of the piston so that the power actuator is in condition at all times while the engineis running for immediate and eln'cient use to apply the brakes.-

The check valve, 65, shown in Fig. 1, and interposed in the suction pipe, insures the exhaustion of the cylinder on both sides. of the piston to the greatest extent permitted at any time b the operation of the engine by the manp ation of the throttle valve, while the vent valve, 67 shown in Fig. 1, provides for the venting of the cylinder should the motor stop, or the suction fail at any time, and should it becpme necessary for the operator to apply the brakes by physical power.

In any of the forms of our lnvention herein shown, there will be an equalization of pressures on opposite sides of the piston, and both ends of the cylinder will be connected with the suction means when the parts are in normal or retracted position. In the forms of our invention illustrated in Figs. 2, 3 and 4, there will also be an equalization of pressures whenever the valve mechanism is restored to normal position, regardless of the position of the piston in the cylinder and the simultaneous opening of the two suction valves, 41 and 42, will eflect an instantaneous equalization of pressures at any time, as previously described.

In carrying our invention into effect, it will be noted that the brakes may be applied by admitting air (or other higher pressure fluid), as rapidly as is desired through unrestricted ports to insure quick response of the piston and the rapid application of the brakes, and the brakes may be released by similarly admitting air as rapidly as desired through unrestricted ports to the cylinder on the other side of the piston, to equalize the pressures within the cylinders and permit the draft of the applied brakes to start an instantaneous rearward movement of the piston. The rear 'end of the cylinder is simultaneously connected with the suction means and it will only be necessary to with draw a portion of the air from the cylinder in rear of the piston to restore the brake mechanism and piston to the released posi: tion, as very little power is required for this purpose in comparison to the power necessary far applying the brakes, the area of the suction connection at the restricting means may obviously be adjusted therefore so as-to be of considerably less area than the maximum capacit of the atmospheric or higher pressure flui inlet, thus enabling us to efliciently prevent material interference with the operation of the engine and stalhngut 1f idling, without 'retardmg materially elther the application or the-release of the brake mechanism.

What we claim and desire to secure by Letters Patent is 1. A vacuum-balanced power actuator for automative vehicles having an internal combustion engine having a throttle control suction passage, comprising a cylinder closed at each end, a piston in said cylinder provided with means for connecting it with a part to I, 7

be'operated, suction connections for connect ing the actuator cylinder on both sides of the piston with a. portion of the engine in which suction is produced, connections for supplyin higher pressure fluid to the actuator cy in er, valve mechanism controlling said vacuum and pressure fluid connections for connecting the actuator cylinder on both sides of the piston at the same time with said suction connections, at any point in the piston stroke, and operator operated means for moving said valve mechanism into position to disconnect either end of the c linder from suction and connect it with hig er fluid premure to eflect a movement of the iston.

2. A vacuum-ha anced power actuator for automative vehicles having an internal combastion engine having a throttle control suction passage, comprising a cylinder'closed at each end, a piston said cylinder provided with means for connecting it with a part to be operated, suction connections forconnecting the actuator cylinder on both sides of the piston with artion' of the engine in which suction is pro uced, connections for supplyin higher pressure fluid to the actuator cylin er, valve mechanism controlling said vacuum and pressure fluid connections, operator operated means ,for moving parts of said valve mechanism into position to disconnect either end of said cylinder from suction and connect it with higher fluid pressure to effect a movement of the piston, and means brought into operation upon the return movement of the actuator piston to released position, for

automatically positionin parts of said valve mechanism to connect t e cylinder on both sides of the piston with vacuum.

3, A vacuum-balanced power actuator for automotive vehicles having an internal combustion engine having a throttle control suction passage,compris1ng a cylinder closed at each end, a piston in said cylinder provided with means for connecting it with a part to be operated, suction connections for connecting the actuator cylinder on both sides of the piston with a portion of the engine in which suction is produced, connections for supplyin higher pressure fluid to the actuator cylin er, valve mechanism controlling said vacuum and pressure fluid connections, op-' erator operated means for moving parts of said valve mechanism to connect the actuator cylinder on both sides of the piston at.

the same time withthe suction connections at any point in the piston stroke, and to disconnect either end 0 the said cylinder from suction and connect it with the higher fluid pressure to effect a movement ofthe piston, and means brought into operation upon the return movement of the actuator piston to released position, for automatically positioning parts of said valve mechanism to connect the cylinder on both sides of the piston with vacuum.

4. In a vacuum brake mechanism for automotive vehicles provided wlth an internal combustion engine having a throttle controlled suction passage, the combination with a vacuum-balanced power actuator comprising a cylinder closed at both ends, a piston provided with means for connecting it with brake mechanism suction connections for connecting the actuator cylinder .on both sides of the piston at the same time with said suction l'passage, connections for supplying higher pressure fluid to the actuator cylinder on both sides of the piston, valve mechanism controlling said suction and pressure fluid connections, operator operated means for positioning parts of said valve mechanism to connect the actuator cylinder on both sides of the piston with said suction connections at any point in the piston stroke, and to disconnect the cylinder at one side of the piston from suction and connect it with higher fluid pressure, and means coacting with the piston for positioning parts of the valve mechanism to connect the cylinder on both sides of the piston with said vacuum connections.

5. A vacuum-balanced power actuator for automotive vehicles having an internal comhustion engine having a throttle control suction passage, comprising a cylinder closed at each end, a piston in said cylinder provided with means for connecting it with a part to be operated, suction connections for connecting the actuator cylinder on both sides of the piston with a portion of the engine in which suction is produced, connections for supplying higher pressure fluid to the actuator cylinder, and a single valve mechanism movable with and with respect to the piston for controlling said vacumn and pressure fluid connections, operator operated means for movingparts of said valve mechanism into position to disconnect either end oi said cylinder from'suction and connect it with higher fluid pressure to effect a movement of the piston, and means brought into operation upon the return movement of the actuator piston to released position, for. automatically positioning parts of said valve mechanism to connect the cylinder on both sides of the piston with vacuum.

6. A vacuum-balanced power actuator for automotive vehicles having an internal combustion engine for propelling the same, comprising a cylinder closed at each end, a piston in said cylinder provided with means for connecting it with a part to be operated, suction connections for connecting the. actuator cylinder on both sides of the piston with a portion of the engine in which suction is produced, connections for supplying higher pressure fluid to the actuator cylinder, and a single valve mechanism movable with and with respect to the piston for controlling said vacuum and pressure fluid connections, operator operated means for moving parts of said valve mechanism to connect the actuator cylinder on both sides of the piston at the same time with the suction connections at any means connected with said vacuum chamber, 1

point in the piston stroke, and to disconnect either end of the said cylinder from suction and connect it with the higher fluid pressure to eflect a movement of the piston, and means brought intooperation upon the return move ment of. the actuator piston to released position, for automatically positioning parts of said valve mechanism to connect the cylinder on both sides of the piston with vacuum.

ln a power actuator, the combination with a cylinder closed at both ends, a piston in said cylinder, a reversing valve mechanism including a vacuum chamber and an air chamber, I passages extending from said chambers to said cylinder on opposite sides of said piston, a vacuum outlet connected with said vacuum chamber, an air inlet conneeted with said air chamber, valves for controlling said vacuum and air passages, and means interposed between each suction valve its seat for normally holding said suction valve in partially open position, and an operator operated part for said valve mechanism.

8. in a power actuator, the combination a cylinder closed at both ends, a double acting piston in said cylinder, a reversing valve mechanism including a vacuum chamher and suction passage extending therefrom i to the cylinder on'both sides of the piston, an

air inlet passage, and passages for connecting t with the cylinder on both sides of the piston, valves for controlling said suction and air inlet passages, a vacuum producing and yielding means interposed between each of said suction valves and its seat for holding said valves in partially open position when the parts are in normal position.

lin'a power actuator, the combination with a cylinder closed at both ends, a piston in said cylinder, a reversing valve mechanism including a vacuum chamber and an air chamber, passages extending from said 5 chambers to said cylinder on opposite sides of said piston, a vacuum outlet connected with said vacuum chamber, an air inlet connected with said air chamber,

said vacuum and inlet passages, and means acting upon said suction valves to hold thesame in partially open position to connectopposite sides of the piston with the vacuum 7 chamber and anoperator operated part for said valve mechamsm.

i0. Invacuum brake mechanism for automotive vehicles provided with an internal combustion engine having a throttle controlled suction passage, the combination with a vacuum balanced power actuator comprising a cylinder closed at both ends, a piston therein provided with means for connecting it with a part tg be actuated, reversing valve mechanism including a vacuumchamber and suction passages extending therefrom tp the valves for controlling pressure, inlet valves controlling saidmlet passages, an operator operated part for. concylinder on both sidesof the piston, an air inlet passage and passages for connecting it with the cylinder on both sides of the piston, relatively movable valves for controlling said suction and air inlet passages, a connection from said vacuum chamber to the suction passage of the engine, means normally tending to hold said suction valves open for connecting said suction passage of the engine with said cylinder on both sides of the piston at the same time when the parts are in a position of rest, and a single operator operated part for actuating, said suction and inlet valves.

11. In vacuum brake mechanism for automotive vehicles provided with an internal combustion engine having a throttle controlled suction passage, the combination with a vacuum balanced power actuator comprising a cylinder closed at both ends, a piston in said cylinder, reversing valve mechanism for the actuator including a vacuum chamber and suction passages extending therefrom to the cylinder on both sides of thepiston, an air inlet passage, and passages for connecting it and valves for controlling said suction and air inlet passages, brake mechanism connected with said piston, a single'operator operated part connected with said suction and inlet valves for actuating them, means for holding at least one of said suction valves open, and means establishing a connection between the ends of the cylinder (in opposite sides of the piston to connect the portions of the cylinder on opposite sides of the piston with the suction passage of the engine at the same time when the parts of the actuator are in a position of rest.

12. In vacuum brake mechanism for an automotive vehicle, provided with an internal combustion engine having a throttle controlled suction passage for the explosive charges therefor, the combination with a power actuator com rising a cylinder closed at both ends, a dou 1e acting piston in said cylinder, reversing valve mechanism connected with said piston and comprising a suction chamber connected with the suction passage,

suction passagesifor connecting said chamber with the c linder on both'sides of the piston, suction val ves controlling said passages, inlet passages for connecting the cylinder on both sides of the piston with a source of hi her trolling said suction and inlet valves and means for effecting the simultaneous opening of said'suction valves when the piston is in its normalor retracted position, to equalize pressures in the cylinder and maintain a partial vacuum within the cylinder on both sides of the piston, andbrake mechanism connected with the piston.

13. In vacuum brake mechanism for autoof the actuator.

motive vehicles provided with an internal combustion engine having a throttle controlled suction passage, the combination with a power actuator comprising a cylinder closed at both ends, a piston in said cylinder, reversing valve mechanism including a vacuum chamber, and suction passages extending therefrom to the cylinder on both sides of the piston, an air inlet passage, and passages for connecting it with the cylinder on both sides of the piston, and valves movable with respect to each other for controlling said suction and air inlet assages, means for connecting said vacuum 0 amber with said suction passage of the engine, and means for holding the suction valves unscated at the same time when the parts of the actuator are in normal position to maintain a partial vacuum within the cylinder on both sides of the piston.

' 14. In vacuum brake mechanism for. an automotive vehicle provided with an internal combustion engine having a throttle controlled suction passage, the combination with a power actuator comprising a cylinder closed at both ends, a piston in said cylinder, a suction pipe for connecting the cylinder with the suction passage of the engine, reversing valve mechanism interposed between said suctionpipe and the cylinder, and for normally maintaining thecylinder on both sides of the piston, at the same time, in communication with thesuction pipe when the" piston is in off or normal position, means for supplying higher pressure fluid to said cylinder under the con- 7 trol of said reversing valve mechanism, brake V mechanism for the vehicle connected with said piston, an operator operated part for controlling said reversing valve mechanism, and a check valve interposed between the reversing valve mechanism and the suction passage of the engine for maintaining in the cylinder on both sides of the piston the greatest degree of rarification produced in the suction passage of the engine between operations 15. In a power actuator, the combination with a cylinder closed at bothends, a piston in said cylinder provided with means for connectin g it with a part to be operated, a single suction connection for connecting the cylinder on both sides of the piston with a source of suction, controlling valve mechanism movable with the piston and having parts relatively movable with respect thereto,

' means for connecting said valve mechanism with a source of higher pressure, an operator operated part operatively connected with the said relatively movable portions of the valve mechanism, and means for connecting the connection and connect the said portion of the cylinder with a source of higher pressure, by a movement of said relatively movable parts of the valve mechanism with respect to the piston under the control of said operator operated part, said operator operated part be ing connected with said actuator piston and the part to be operated, thereby, by means having lost motion sufiicient to insure the operation of said relatively movable parts of the valve mechanism, whereby the operator may apply his physical power to the part to be operated in addition to the power of the actuator, or in case of failure of power.

16. In vacuum brake mechanism for an automotive vehicle provided with an internal combustion engine having a throttle controlled suction passage, the combination with a power actuator comprising a cylinder closed at both ends, a piston in the cylinder, reversing valve vmechanism located in said piston, and comprising a suction chamber, suction passages for connecting it with'the cylinder on both sides, and suction valves controlling said passages, inlet passages for connecting the cylinder on both sides of the piston with a source of higher pressure, inlet valves con trolling said passage, said suction chamber being provided with means for connecting it with, the suction passage of the engine, a longitudinally movable valve actuating device extending through all of said valves and constructed to open one of said inlet valves, and one of saidsuction valves, when moved in either direction, an operator operated part connected with said valve actuating device, said suction valves being normally maintained in slightly opened condition to connect the portion of the cylinder on opposite sides of the piston with each other and with said suction chamber, at any point in the stroke of the piston to equalize pressures on opposite sides of the piston by transfer from the high pressure to the low pressure side, and means for maintaining said suction valves in their normal position when the piston is in its rctracted or ofi position, to maintain normally a partial vacuum within the cylinder on both sides of the piston.

In testimony whereof we afiix our signa;

tures.

CALEB S. BRAGG. VICTOR W. KLIESRATH.

portions of the cylinder on opposite sides of the piston, at the same time with said suction connection, when the piston is in retracted position, said controlling valve mechanism serving to disconnect the portion of the cylinder on one side of the piston from said suction I V Certificate of Correction Patent No. 1,879,598. September 27, 1932.

' CALEB 's. BRAGG, ET -AL.

It is hereby Certified thaterror appears in the printed speeification of the'abovenumbered patent requiring correqtion as follows: Page 3, line 93, after valve first occurrence, insert the word .seat,.and lines 111 and 112, for instances read instance,- page 4, line 22, for afleetsf read efi'eats; page 7, line 73, for 442 read 442; page 9, line 109, for far read for; page 10, linel, claim 2, for automative read automottve; andline 115, claim 6, strike out the words for propelling the same and insert instead having a throttle control auction passage; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case'in the Patent Oflice.

' Signed and sealed this 14th .day of March, A. D. 1933. I

M. J. MOORE,

Act mg Uommzssioner of Pwtema. 

